Fuel supply device for internal combustion engines



1 Sept. 20, 1938.-

' E. COFFEY FUEL SUPPLY DEVICE FOR INTERNAL COMBUSTION ENGINES 2 Sheets-Sheet 1 Original Filed Jan. 28, 1952 IN VENTOR.

ATTORNEY. v

'Sept. 20, 1938. co Y 2,130,666

FUEL SUPPLY DEVICE FOR INTERNAL COMBUSTION ENGINES Original Filed Jan.- 28, 1952 2 Sheets-Sheet 2 V 55 5 4 A 53 ii:

INVENTOR.

f 5. Ca

ATTORNEY.

Patented Sept. 20, 1938 FUEL SUPPLY DEVICE won, INTERNAL coM- BUSTION ENGINES Irven E. Coflcy, St. Louis, Mo., assignor to Carter Carburetor Corporation, St. Louis, Mo., a

corporation of Delaware Original application January 28, 1932,"Serial No.

589,436. Divided and thisapplication July 23, 1936, Serial No. 92,133

16 Claims. (Cl. 123-119) My invention relates to an improvement, in the fuel supply for an internal combustiornengine for v .the initial startingof a cold engine, and-applies Cit the electrical heat is discontinued, Iprovide an auxiliary fuel supply with additional te-carry to the type in which a liquid fuel is vaporized or gasiiled before entering the engine cylinders,

This is a division of a copending application in the name of the present inventor, Serial No. 589,436, filed January 28, 1932, which has matured to Patent No. 2,116,596, granted May 10, 1938.

In the present practice of starting cold engines, an electric-startingmotor is used to rotate the crank shaft and reciprocate the pistons for creat ing a suction to draw fuel into such cylinders for the carburetor. In order to increase the flow of fuel, it is usually the practice to use a choke on the .air intake which functions to increase, to a great extent, the amount of liquid fuel in proportion to the air. Usually the choke must be maintained more or less closed until the engine becomes heated increasing the suction applied to the fuel nozzle, but decreasing the air available for mixing with the gasoline vapor. The resulting mixture is abnormally rich in gasoline, much of which is not properly gasified or recondensed before reaching the inlet ports. Thus, a Wet mixture is drawn into the cylinders, and this washes the lubricating oil from the cylinder walls and passes the pistons, diluting the crank case fore, these heaters are ineiflcient.- Where the choke is automatically operated, fuel is drawn into the cylinders even if, through inadvertence,

the ignition switch is not turned to the closedauxiliary fuel device;

circuit position, in which case the engine usually becomes flooded with the condensed fuel.

A main object and feature of my invention is at the same time the starting motor is energized to turn over the engine for starting, to inject an auxiliary supply of fuel, preferably from the carburetor, into the intake manifold, and to heat this fuel as it is atomized and vaporized, the heating, in the present instance, being done by an electrical heating element. In addition, I provide an auxiliary, air supply which functions to carry the fuel which is gasified'by heat, and thus provide a dry gas with heated air for the initial starting of the engine.

After the engine has been initially started and the starting motor no longerfunctious, and also such vaporized and gasified" fuel. forms a secondary object and feature of my invention. A third feature of my invention is the provision of a thermostatic control for the secondary auxiliary supply whereby when the engine becomes sufilciently hot to=draw the fuel from the However, the thermostatic control is operative so that should the engine cool to such an extent as to possibly make the starting diflicult, the auxiliary fuel supply will come into operation with the auxiliary air to carrysuch supply, and

on ,use of the starting motor, electrical heat will be supplied to the auxiliary fuel and auxiliary air. In one form of'niyinvention, the hot gasified fuel is fed without the auxiliary air direct into the intake manifold. Y

' An important feature of my invention is that if the engine is at'a sufllcient temperature to operate directly from the fuel drawn through the carburetor on starting, although theelectric heating element will be automatically-heated, there will be no auxiliary gas or air supply drawn through the heating device.

The operation of my invention may be accomplished in various forms of appliances which may be installed on engines now in use, or.'may be built into new installations. My invention is illustrated in connection with the accompanying drawings, in-which:

Figure- 1 is a diagrammatic illustration of the 4 fuel supply and starting system of the engine with my auxiliary fuel device illustrated in elevation; Figure 2 is a vertical section through my Figure 3 is a detail horizontal section on the line.3--3 of Figure 2 viewed in the direction of the arrows;

I Figure 4 is a detail horizontal section on the line 4-4 of Figure 2 viewed in the direction of native form of myinvention illustrated in' Figapplies equally to a downdraft type of carburetor.

The starting system indicates a starting motor I1 and a starting switch I8. This is illustrated as having a bridging piece l9 which connects to the. contact points 29 and 2|. The contact 29 is indicated as having a lead 22 to the storage battery 23, such being a source of supply, the negative side of .this battery being grounded at 24. The contact 2| has a lead 25 to the terminal 25 of the starting motor.

Referring particularly to the device of my invention shown in detail in Figures 2, 3, and 4, I'

employ a casing structure 21 which may be attached to the engine block in any suitable manher or, if desired, supported from the carburetor. This has a cylinder 28 therein which is preferably made of brass. A closure plug 29 is screwed into the lower end of the cylinder and has a packing gasket 39 engaging the case and forming a liquid-tight seal. A fuel supply pipe 3| is connected to a nipple 32 at the lower end of the plug. This plug is provided with a large bore 34 receiving ball valve 31 and an apertured, threaded insert 35 forming a seat for ball check 31. A pin 38 limits the upward movement of the ball. A smaller bore 39 leads through the upper portion of plug 29 into the fuel chamber 49.

The fuel pump comprises a loose fitting cylinder 7 or plunger 4| preferably having a number of ver- .tical grooves 42.

the bottom receiving compression spring 44 seated Plunger 4| has a recess 43 at tiori of the diaphragm and is itself held in position by a lock nut 59. Nut 4811 has a plurality of axially projecting fingers 5|. Plunger 4| has a 'central fuel duct 52 communicating at the top ,Y with a small tube 53 having a valve seat 54 at its upper extremity.

Casing 21 has a cylindrical, upwardly projecting portion 55 with a tube 56 extending thereabove.

- This tube has a head 51 in which is threaded the plug 58 to which is connected the stem 59 of the needle valve 60 operating in connection with valve seat 54. A knurled head 8| allows adjustment of the stem and, hence, of the needle with reference to the valve seat. A nipple 82 on tube 55 is connected to a fuel pipe 63 which leads -,to

the intake manifold 84, preferably, but not nec having a depending aperturedboss 1| through which the stem 59 of the needle "valve extends.

Top 10 is provided with a series of ports 12 disposed to register with ports 13 in the top I4 of the fuel duct 52.

casing portion 55. Side wall 68 is provided with one or more circumferential slots 15, through which extend stop screws as at 18 for limiting rotation of the valve and also supporting the valve in casing portion 55. A relatively small cylinder "extends upwardly from central recess 11 in bottom plate 69 of the air valve. Cylinder I8 ,is inwardly flanged at its upper end as at 19,

there being a small annular opening-89 between this flange and the tube 53, which carries the seat of the needle valve.

The electrical system employs a solenoid 8|, the winding of which is indicated as being on the outside of the cylinder 28 in the lower portion of the case 21. An electrical heating coil 82 is mounted in the air valve 81 and at one end is secured, as at 84, to a terminal 83 in cylindrical wall68, and at the other end is connected to the boss II as at 85. Thus, the heating coil may rotate with the air valve. The thermostatic control is by means of a bimetallic thermostatic strip 86, which is arranged in the form of a spiral, one end \being connected at 81 to the insulated terminal 83 on the outside of the valve 61. The opposite end has an outwardly bent finger 88 which operates between the contact 89 of termi-- nal 99, and the stop 9| limiting the movement of the free outer end of the thermostatic strip. Current is supplied to the solenoid byvmeans of a lead 92 connecting terminal 93 with either the starter switch l9 or the ignition switch 98, as determined by selector 92. The other terminal 94 of the solenoid is connected with thermostat terminal Why a lead 95. Switch 98 controls the usual ignition circuit, a part of which is indi-, cated at 99. The auxiliary selector switch 92' may be omitted, if desired, and the thermostat and heating coil 82 connected permanently with either the starter or the ignition switch according to the length of time it is desired the thermostat and coil be heated electrically.

In my invention the chamber below the diaphragm designated 98 may be considered with the chamber 49 as the fuel chamber, because the device is installed at substantially the level of the fuel in the carburetor so that the fuel seeking its own level will rise past the check valve 33 and into The arrangement, however, must be such thatv the needle valve seat 54 is never below the level at which the fuel would rise in the auxiliary fuel device when the liquid seeks its own level. The upper part of the chamber 91 above the diaphragm may be considered as the air chamber.

The manner of operation and functioning of my device is substantially as follows:

When the ignition switch is closed and the selectorswitch 92" connected either to the. starter switch or to the ignition switch, the current flow is by lead 92 to terminal 93, through solenoid winding 8|, terminal 94, lead 95, terminal 90 to contacts 88 and 89, which are closed when thermostat coil 86 is cold, and from terminal connection' 83 to heating element 82 and ground at 85. The current through. thermostat 86 heats and expands the-same, which, together with the heated air drawn from around the exhaust manifold at 88 through pipe causes the thermostat to actuate the air valve 61 and also to open contact at 88.

Assuming the engine is cold and no current supplied to lead 92, the compression spring 44 maintains plunger 4| in an elevated position, with fingers 5| engaging the bottom plate 69 of the rotatable air valve 51 and the needle valve substantially restricted and ports" and I3 in registry. The thermostatic stripis cold so that the. free end 88 thereof is in contact with the .contact point 88 of the terminal 88. Under these conditions, chamber 48 below the plunger 4I and chamber 88 below the diaphragm are fille with liquid fuel. I

, When the starting switches are closed, circuits are completed to the starting motor, which rotates the crank shaft and reciprocates the pistons, and to the ignition. 'At the same instant the solenoid 8I is energized and a current is conducted through the bimetallic thermostatic strips to the heating coil 82, which is designed to sub- I .stantially instantly become hot. The solenoid exerts an attraction on the cylinder or plunger 4|, which functions asthe armature of the solenoid, and draws this downwardly opening the needlevalve, this action also pulling down on the diaphragr'n, causing this portion of the device to op erate as a pump and force the liquid fuel in the of such valve, there'is but a slight suction applied to the fuel in casing portion 55. This 'suction, however, is sufflcient to draw atmospheric air thru the air pipe 65 into'the chamber 91. and upwardly through the annular opening 88 sur-- rounding the needle valve, causing an immediate mixture of the air and the fuel, both being subjected to the heating action of the coil 82. This heating action immediately changes the atomized liquid fuel into a. dry gas which is drawn through. the intake manifold-into the engine cylinders. This action takes place without the closing ofthe choke valve I5.

The secondary action of my device is after the engine is started and the starting switch I8 is 1 opened, inwhich case thesolenoid and heating coil are deenergized, assuming selector 82' is po- .hence, neither the solenoidnor the heating coil .circuit is broken'at 88, 89 due to expansion of the thermostat.

:In the construction illustrated in Figures 5 through 9, the air valve control device, designated generally by the numeral I88, employs a cylinder I8I at the upper portion ofwhich there is a solenoid I82 havinga cover or case I83. A closure head I84 is secured to the top of the case, and in a large recess I85 there is threaded a tubular plug I86. This plug has a nipple I Ill to which is connected a gasoline feed tube I88, this tube being indicated as connected to the carburetor at the base thereof, as at I89. A bottom closure ,I I8 is connected to the lower end of the case I83 and connects to the cylinder I8I. A sleeve III is fitted on the lower portion of the cylinder and is retained in position by a ring II2 secured to the lower end of the cylinder I8I. A piston I I3 (note Figure '7) slides in the cylinder II. This piston has a central bore I I6 and a downwardly projecting portion II4 with a relatively small bore 1 I5. A fixed fuel and air tube III extends through the bores H5 and H6 rising to a considerable height above thepiston, and this is retained in place by a screwthreaded connection 8 with the lower part of the bore I I 5. The tube has a head I I9 with wrench kerfs I28 and a downwardlyextending sleeve I2I.

The air control is by means of a rotatable sleeve I22 which is fitted over the upper end of the. tube 1, this sleeve being contracted at the there is a cup I24 with an upwardly extending flange I25- This flange has an arcuate'notch I28,

'into which extends a pin I21 fitted in the wall sitioned to connect lead 92 with switch I9. Spring 44 then forces plunger 4I upwardly, again restri'cting the needle valve and reducing he supply vof auxiliary fuel; The auxiliary air wi h the-reduced amount of liquid fuel is then drawn by suction through the ports I2 and I3 and the fuel pipe 63 into the intake manifold. This gas is not electrically heated, however; At the same time'the engine draws fuel directly from the carburetor and the exhaust manifold becomes heated, and by "means of the heating coil 66 heats the air through the pipe 85. As the air becomes heated in the chamber 81, the thermostatic strip 86 is heated and expands sothat the free end 88 moves from the contact end 83 of the terminal 98 and abuts against the stop 9|. The further expansion of the thermostatic strip then causes "the rotation of the valve BL'bringingthe ports I2 and 13 out of registry and stopping the upward flow of air and vaporized fuel. In addition, the conduction of heat from the engine block tends to heat the thermostatic strip so that. as long as the engine is running normally and drawing fuel from the carburetor with the engine hot, the ports I2 and I3 are maintained out of registry and thus the valve 8'! closed. Should the engine stop and be started while. the engine is still hot andthe thermostatic strip 88 still hot, the circuit is broken at 88, 88 and,

there is secured the lower end of a helically wound bimetallic thermostatic strip I28. The upper end I29 of this strip is secured to the piston,'preferably to the top. The tube III has a series of ports I38, and the sleeve I 22 has ports I3I, these ports being adapted to align for now of air. The air intake is by means of an air duct I32 through the top I84, there being an air tube I33 connected to'this duct, and this air tube has a heating. coil I34 wound around the exhaust manifold. 'There is an air chamber I35 between the piston and'the cover I 84.

The piston is provided with counteracting or counterbalancing springs I36 and I42. Lower spring I35 rests on a washer 131 connected to a 'a second spring I42 which at its lower end bears on the cup I24, and its upper end-is seated in a recess I43 in thecap or cover I84. It is to be noted that the sleeve I II is freely rotatable on the lower end of the cylinder IM and it is provided with a wrench grip head I44 to effect this rotation for ,a purpose hereafter detailed. A packing washer I45 fits between thehead I44 and the bottom plate H8.

The automatic'heating arrangement utilizes a tubular housing designated generally by the numeral I46. This. has an upper section I" and lower section .I5I'. Upper section I" provides a 'relatively'large' chamber I48 and has a screw threaded connection I46 with the sleeve II I. A set screw I56 allows clamping together of these parts. Lower section I5I is screw threaded and threads into the intake manifold. An end plate I52 and spacers I54 are secured to the depending portion by pins I53. Spacers I54 provide a plurality of radial slots I65 communicating with a the needle point I66 on the stem I61.

the intake manifold. A packing gasket I56 is provided outside of the intake manifold. An electric heating coil I51 has its lower end I56 con nected to the closure member I52 as a ground connection, and its upper end connected to a lead I56 and terminal I66 which extends through the wall of the upper section I". An electric lead I6I extends from this terminal I66 and'to one end I62 of the solenoid coil. The opposite end of this coil has a lead I63 which is illustrated as being connected to a lead I64 from the starting motor switch I6 to the connection 26 of the starting motor I I. Therefore, when the starting motor switch is closed to, energize the starting motor, the solenoid is energized and also theheating. coil.

The needle valve construction employs a valve seat I65 which is formed in the lower portion of fixed tube H5 and through this seat extends This stem is connected to we raised center portion I66 of the end plate I52. The needle may be adjusted as to its seat by loosening the set screw I56 and rotating the sleeve III. As the structure I46 is held in a fixed position in the intake manifold and the upper part of the'casing having the solenoid is held from rotation by its connection to the fuel supply and auxiliary air supply, the rotation of the sleeve III threads the upper part of the housing with the solenoid and the valve seat up and down with reference to the fixed housing I46. An initial adjustment may thus be obtained of the needle valve suitable for different engines.

The manner of operation and functioning of the device of Figures 5 through 9 is as follows:

Normally the ports I36 and I3I in the fixed tube H5 and the rotatable sleeve I22, respectively, are in the closed position when the engine is cold, that is, when the thermostatic stripis in the cold condition. This represents the position on starting the cold engine. Plunger II3, which fits loosely in its cylinder, is supported on the lower spring in an intermediate position andthe-needle valve is partly open. Sleeve I22 has a fairly close sliding fit in the tubular plug I66..

On closing the starter switch the engine is turned over by the starting motor creating a suction in the intake manifold through the carburetor, and at the same time the solenoid is energized and elevates the piston II3. This carries the valve seat. away from the needle and further opens the needle valve. At the same time the a,1so,000

intake air and any generated gas from the carburetor into the engine. The gas is too rich to be combustible by itself but on mixing with the intake air in the intake manifold develops an explosive mixture in the engine. As soon as the engine is started and-operating under its fuel, the

' fuel to the engine. For instance, when the solenoid is deenergized, the piston returns to its normal position with the needle valve partly open.

V With the throttle nearly closed, the suction pulls the piston down, closing the needle valve to a greater extent, allowing but little fuel to pass such valve for economical operation; but when .the throttle is opened wide, the piston is forced upwardly by the lower spring, thus opening the needle valve to a greater extent and allowing an increased injection of atomized liquid fuel into the intake manifold where it is mixed with the air and fuel vapor from the carburetor for power operation.

There is always a certain amount of air suction around the piston, which has a relatively loose fit, so that in all stages\ of operation there is an air flow through the air intake pipe I33 which has the heating coil I34, and as the air becomes heated, passing around the piston, which heats the thermostatic strip, which. functions to. obtain a rotation of the piston and sleeve I22 fitting over the tube II5, bringing ports I36 and I33 into registry. In addition, heat from the intake manifold itself is applied directly to the thermostat. Thus, when the engine becomes hot, there is an air circulation through the tube I33, the ports I3I and I36, and the slightly opened needle valve. This connection to'atmosphere operates'to break the vacuum in the fuel pipe I68 and, hence, no fuel is drawn upwardly into the auxiliary fuel supply device when the engine is running at normal temperatures. There is, however, a slight additional metered air supply to that in the intake manifold, forwhen the throttle is nearly closed, the suction on the piston maintains the needle valve nearly closed due to the increased vacuum in the intake manifold; but when the throttle is opened, the' vacuum in the manifold is decreased and the piston elevates, opening the needle valve wider, thus allowing a greater inflow of air which has been preheated by the coil I34. Thus the device operates to function as an air metering device for operating the engine under normal conditions. 'When it is desired to start the engine while hot, the ports I36 and I3I are open so that on closing the starting motor switch, although the solenoid and heating coil are energized, no

liquid fuel is drawn through the,auxiliary fuel device, but only an additional flow of air.

It is believed obvious that my device may be made as part of a carburetor in both forms. The form of Figure 2 is illustrated as-supported by the carburetor for direct connection to the intake manifold. It may be advisable in cold climates to connect the heating element with the ignition switch so that the heating coil may be maintained hot for a longer time. Therefore, in the construction of Figure 2, the heating coil would be maintained hot until the thermostatic strip opens the circuit. In the construction of Figure 2 when his desired to pump additional fcharges of fuel, the switch controlling the solenoid after being opened may again be closed and this may be done a number of times until "the 2,180,666 engine is running properly. I find th at a' suitable-diaphragm may be made from fabric which is impregnated with varnish; this withstands the action of the gasoline.

A characteristic of my invention is that the fuel which is initially supplied in the liquid form' becomes immediately converted into a gas which is a dry gas, and expands many times the volume of its form in a-liquid, and this gas immediately is taken into the intake manifold where it mixes with the air being taken into the engine. Also,

shown, but may be. modified in various respects as will occur to those skilled in the art, and the exclusive use .of. allsuch modifications as come within the scope of the appended claims is contemplated.

I claim:

-1. In combination with an internal combustion engine having a main fuel supply device, auxiliary fuel supply means including an atomizing pump, a heating element positioned to heat the atomized fuel discharged by said pump, an auxiliary air. supply conduit, means for heating the air supplied by said conduit, a thermostat exposed to air from said -conduit, an air valve controlled by said thermostat, said thermostat retaining the valve open when the engine is cold and shutting the valve when the engine is hot and thereby discontinuing the additional air supply when the engine operates at its normal running temperature, and means for conveying the auxiliary fuel and air' suppliestothe engine.

2. In a-device of the class described, casing structure having a diaphragm therein, a l q d fuel chamber on, one side of said diaphragm, a

solenoid having a movable armature connected to said diaphragm, a liquid fuel control valve operatively connected to said armature, an electric heating coil, a common switch and circuit for the solenoid and the heating coil, means to how liquid fuel into the fuel chamber 011 one gaseous fuel to the intake of an engine.

3. A device as described in claim 2 further in.- cluding an air control valve mounted between the heating coiland'the intake to the engine, an

air supply pipehaving means to heat the air passing through such pipe by the heat of the engine, and a thermostatic control device for such valve to open such valve when the engine is hot, said thermostatic control device being,

in circuit with the heating coil and having electrical connections to break the circuit through the heating coil when the engine is hot.

4. In a device of the class described, tubular structure having means for connection to an intake manifold of an engine, an opening in said structure for communicating with the interior of the manifold, a cylinder mounted on said struc ture, a solenoid surrounding said cylinder, a pis ton operating in said cylinder, a tube extendingthrough said piston, a liquid fuel valve having a valve seat and a needle controlled by the movement of said piston, an electrical heating coil below said piston, a liquid fuel intake connected above said cylinder and having an opening into the tube through said piston, and means to en-' ergize said solenoid and said electric heating coil, the energizing of the solenoidmoving the piston to open said valve whereby a suction on the intake manifold may introduce'liquid fuel through the valve to the heating coil, said heating coil converting the liquid fuel to a gas and the gas being drawn into the manifold.

5. In a device as described in claim 4; an air supply having an air supply pipe with means to heat ,the air supplied thereby by the heat of the engine, a sleevesurrounding said tube in said piston, said tube and sleeve having ports adapted to register to form an air supply to said needle ..valve, and a thermostatic control element operaiively connected to said piston and sleeve to rotate said sleeve in accordance with the temperature of the engine, whereby on the engine becoming hot said-ports are brought into registry so as to thereby destroy the vacuum created through the needle valve and-shut off the auxiliary fue supply. a 6. In a fuel supply device for .an internal combustion engine having an intake passage, means forming a passage in which fuel and air are mixed, means for controlling the proportions in which said fuel and air are mixed, -a suction operated device for varying the effect of said proportioning means, a heat responsive device for further affecting the operation of said proportioning means, and means for applying the heating effect of an electric current tosaid heat responsive device.

7. In a device of the class described, means forming a mixing passage in which liquid fuel and air are mixed, means operated by heat and by suction to vary the proportion in which said fuel and air are mixed-and means including a source of electric current .for supplying heat thereto.

8. In an internal combustion engine having anintake passage and an ignition switch, a device for supplying a mixture of fuel and air to said intake passage, means "including a bimetallic thermostat for varying the supply of fuel and air to said passage, a heating coil adjacent said bimetallic thermostat, and means controlled by said ignition switch for passing electric current through said heating coil.

, 9. In an internal combustion engine having an intake passage, a device for supplying a mixture of fuel and air to said intake passage, said device being provided with a heat responsive device for modifying the supply of mixture to said passage, said device being further provided with an electric heating coil capable of affecting the operation of said heat responsive device.

10. In an internal combustion enginehavingv an intake passage, a device for supplying a mixture of fuel and air to said passage, said device including means operated by. the suction of said intake pa'ssage to varysaid mixture and a heat responsive device to further vary said mixture, and electric means for heating said heatresponsive device.

11. In an internal combustion engine having an intake passage, a device for supplying a mixture of fuel and air to said passage, said device including means operated by the suction of said intake passage to vary said mixture and a heat responsive device to further vary said mixture, electric means for heating said heat responsive device, and means utilizing the heatof the engine 'to further influence said responsive device. &

intakemanifold, a source of fuel supply, and a carburetor for supplyin combustible mixture to said manifold, fuel supply mechanism including H5 an eiectro-magneticdevice for drawing fuel from a, said source, means for atomizing'said fuel and conducting the same to said manifold, electrically actuated means for heating said'fuel, means for the mixing of vaporized auxiliary fuel with an. 10 air supply, and means-for controlling said air supply in accordance with the heat of the engine.

13. The combination of elements specified in claim 12 in whichthe fuel supply is controlled in accordance with the engine temperature.

14. In combination with an engine having anintake manifold, a liquid fuel supply, and a fuel providing device-comprising electro-magnetic con-.

trol means to draw fuel from said fuel supply, an electrical heating element, means to atomize gas, means to fiow said gasifled fuel to said intake manifold, means for mixing engine heated air with said fuel, and means for controlling 12. In combination with-an engine having an the fuel supplied by said device in accordance with the temperature of said air.

15. In a device of the class described, a liquid pump tojprovide an auxiliary liquid fuel supply for the engine, means to actuate said. pump for priming the engine, an atomizer through which the pumped fuel is forced, means to heat the i fuel discharged through said atomizer to convert the same to a gas, means to convey such gas to an associated engine, 'means for continuing the discharge from said device after said pump has become inactive, and means for controlling said continuing discharge substantially in accordance.

with engine conditions.

16. In' a device as described in claim 15,.an air supply for .mixing with said auxiliary liquid fuel engine, said controlling means constituting a .thermostat operating in accordance with the temperature of said air supply and functioning to shut off said continuing fdischarge when the engineis at its normal running temperature.

IRVEN E, COFFEY. 

